Fuel and air regulating means for engines



' July 11, 1944. I T, R, A DEN 2,353,430

FUEL AND AIR REGULATING MEANS FOR ENGINES Original Filed June 12, 1959Patented July 11, 1944 FUEL AND AIR REGULATING MEANS FOR ENGINES ThomasR. Arden, Danbury, Conn.

Original application June 12, 1939, Serial No. 278,772. Divided and thisapplication February 27, 1942, Serial No. 432,711

2 Claims.

This invention relates to means for controlling the admission of fueland combustion supporting air to internal combustion engines, and hasparticular reference to means for this purpose as disclosed in my priorapplication, Serial No. 278,772, filed June 12, 1939, now Patent No.2,274,644 dated March 3, 1942, of which the present application is adivision.

Generally speaking, the object of the present invention is to provideasimple, practical Valve means to enable a wide range in regulation ofthe proportionate amounts of fuel and air to be obtained to facilitateengine starting and'high engine operating efficiency at variou differentspeeds.

With the foregoing general object and various other objects in View,which will become more fully apparent as the nature of the invention isbetter understood, the same consists in a fuel and air admissionregulating means embodying the novel features of construction,combination and arrangement of parts as will be hereinafter more fullydescribed, illustrated in the accompanying drawing and defined in theappended claims.

In the accompanying drawing, wherein like characters of reference denotecorresponding parts in the different views:

Figure 1 is a central, longitudinal section through a portion of aninternal combustion engine equipped with a fuel and air admissionregulating means constructed in accordance with one practical embodimentof the invention.

Figure 2 is a central cross section through the structure shown in Fig.1; and

Figures 3 and 4 are cross sections through the repective air inlet portportions of the regulating means.

Referring to the drawing in detail, l designates a portion of the crankcase of an internal combustion engine, l4 designates the crank shaft ofthe engine journaled in the front wall of said crank case, 33 designatesa longitudinal bore in the crank shaft I 4 opening through the inner endof said crank shaft into said crank case, 34 designates a lateral portin said crank shaft to provide communication at predetermined timesbetween the bore 33 and a fuel and air supply I duct 35 in the frontwall of the crank case, and

36 designates an elongated, cylindrical valve chamber in the bottomportion of the crank case Ill communicating at one end with the duct 35.

In the valve chamber 36 is rotatably mounted a hollow, cylindrical valve3! which closely fits said chamber and which is open at its end adjacentthe duct 35 to afford communication between the interior thereof andsaid duct. At its other end said valve is closed and provided witha'suitable handle 38 for use in manually, rotatably adjusting the same.In said valve,.media1ly thereof, is a .circumferentially. extending slot.39'

in which is disposed the inner end of a fuel nozzle 42 which is threadedinto an opening in the .wall defining the chamber 38 and which maybe.connected with any suitable source of fuel supply. The valve thus isheld in said chamber by said nozzle 4!), the latter serving at the sametime, as an abutment engageable by the walls defining the ends of theslot'39 to limit rotative adjust.- ments of the valve.

In the wall defining the chamber are two air inlet ports .4! and 42,While in the side wallof the valve 37 are two .air inlet ports at and Mfor cooperation, respectively, with the ports .41! and 42. The ports M,43 are disposed inwardl with respect to the nozzle Mi; that is to say,between said nozzle and the duct 35. On the other hand, the ports 42, 44are disposed outwardly with respect to the nozzle 40; that is to say, tothe side of said nozzle remote from the duct 35.

In the present instance the valve 31 is rotatable through an angle ofapproximately and the ports M, 43 and 42, M are of such circumferentiallengths that when said valve is at its limit of rotation in onedirection both ports 4! and 42 are closed, while when said valve is atits limit of rotation in the other direction both ports 43 and 44 arealined with the ports 4i and 62, respectively, and air is free to enterthe valve through both pairs of ports. The port 45 is longer than theport 43 and is disposed so that it begins to uncover the port 42immediately upon rotation of the valve from its first mentioned positiontoward its second mentioned position and thereafter maintains said port32 open during such rotation of the valve. On the other hand, theshorter-length port 43 is disposed relative to the port 43 to begin toopen the port 3! only after the port 42 has been fully opened byrotation of the valve 31 from its first mentioned position toward itssecond mentioned position. Because of this arrangement, initial rotationof the valve from its first mentioned position toward its secondmentioned position results in opening of the port 42 and maintenance ofthe port it closed. Air then is drawn only through the ports 42, 44, andsince air drawn through these ports is required to flow over the fuelnozzle iii in order to reach the duct 35, an effective mixing of fueland air results. If a rich mixture is desired the valve 31 is rotated toaline greater or lesser areas of the ports 42, 44, depending upon themixture richness desired. In any event, the valve is not rotated so faras they aline, or partly aline, the ports 4|, 43. On the other hand, ifa lean mixture is desired the valve is further rotated to aline theports Al, 43 to a greater or lesser extent, depending upon the mixtureleanness desired. Air entering the valve through the'po'rts 4|, 43 doesnot flow over the nozzle 40 and, therefore, as lean a mixture as desiredmay be obtained. a 7

Preferably the valve chamber 36 is disposed at the bottom of the crankcase H1, asshown, although it may be disposed elsewhere if desired. Inany event, the described arrangement affords .a simple, practical meansespecially suited for miniature engine use to enable a wide range offuel and air mixing regulation. I v

The engine partially illustrated is of the twostroke-cycle type in whichthe fuel and air is admitted to the crank case In under the co ntrol ofthe .valve means comprisedby the port. 34 in the crank shaft I4 incooperation with the bore ;33 in said crank shaft and the duct 35 in thecrank case, and from, the .crank case I0 .is deliveredto the combustionchamber of the; engine .in any well known or desired manner.. It is tobe.understood,however, that thepresent fuel and air admission regulatingmeans is not restricted'ito use with two-stroke-cycle engines and is.not necessarily embodied in orassociated with an engine in the mannerspecifically illustrated in the drawing but, on the'contrary, may beused on four-or-more-stroke-cycle.engines and may be operativelyassociated with any given engine in any suitable manner otherthan thespecific manner illustrated in the drawing. Furthermore, it is to beunderstood that the. regulating means itself is not necessarily of thespecific said duct, said valve having a circumferentiallylextendingslot, and a fuel nozzle carried by said crank case andextending into said slot, thereby holding said valve againstlongitudinal movement in said bore, said crankcase and valve havingairiadmission Iports disposed, longitudinally withrespect to said valve,at opposite sides of said nozzle, respectively, for cooperation byrotatiorr of said vvalvetoregulate admission ofair into said yalve..Inaninternal.Vcombustionengine a crank case havingtherein a.valve-accommodating bore .andlaufuelsupply' duct .fonthe engine leadingfrom saidlbore, ahollow cylindrical valve open at one end and closedeatits other end and'rotatably mounted insaid bore and havingits interiorin communication through its openendwith said duct, and a nozzledisposed. torsupply fuel intosaid valve at apoint intermediate its ends,said. crank case and valve having cooperating pairs, of air inlet portsdisposed, longitudinally with respect .to said valve, at opposite sides.of said nozzle, respectively, to regulate supply of air and fuel to theinterior of said' valve responsive to rotatableadjustment. of saidvalve. 7 f

' THOMAS R. ARDEN;

